宽速域高超声速飞行器气动布局: 研究进展与未来挑战

崔凯; 常思源; 肖尧; 李广利; 田中伟

doi:10.6052/1000-0992-26-009

宽速域高超声速飞行器气动布局: 研究进展与未来挑战

doi: 10.6052/1000-0992-26-009 cstr: 32046.14.1000-0992-26-009

崔凯^{1, 2},
常思源^1, ,,
肖尧¹,
李广利^{1, 2},
田中伟¹

1.
中国科学院力学研究所空天飞行高温气动全国重点实验室, 北京 100190
2.
中国科学院大学工程科学学院, 北京 100049

基金项目: 中国科学院基础前沿科学研究计划(ZDBS-LY-JSC005)资助项目.

详细信息

作者简介:
崔凯, 第一作者. 中国科学院力学研究所研究员, 中国科学院大学工程科学学院教授. 兼任中国空气动力学会理事/科学传播和普及工作委员会主任/高超声速专业委员会副主任, 九三学社中央科技专委会委员/北京市教育专委会委员等. 长期从事高超声速气动布局新概念和优化设计研究. 先后主持中科院“从0到1”原始创新项目、国家自然科学基金等各类项目数十项, 发表论文百余篇, 授权专利二十余项, 软件著作权3项. 曾获中国力学学会科技进步一等奖、九三学社中央社会服务先进个人等奖励

通讯作者:
changsiyuan@imech.ac.cn

中图分类号: V221+.3
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出版历程
- 收稿日期: 2026-02-28
- 录用日期: 2026-05-27
- 网络出版日期: 2026-05-30

Wide-speed-range hypersonic vehicle aerodynamic configuration: research progress and future challenges

CUI Kai^{1, 2},
CHANG Siyuan^{1
, ,},
XIAO Yao¹,
LI Guangli^{1, 2},
TIAN Zhongwei¹

1.
Institute of Mechanics, Chinese Academy of Sciences, Beijing 100190, China
2.
School of Engineering Science, University of Chinese Academy of Sciences, Beijing 100049, China

More Information

Corresponding author: changsiyuan@imech.ac.cn

摘要

摘要: 宽速域高超声速飞行器具备水平起降、可重复使用和大空域飞行能力, 是未来执行空天往返与快速远程投送任务的核心平台. 其气动布局设计直接决定飞行器的总体性能与技术可行性, 同时也面临多物理场耦合、宽速域适应等多重基础理论与工程挑战. 本文系统梳理了该领域气动布局的国内外研究进展. 首先, 回顾了国外典型研制项目与概念方案的演进脉络, 指出气动布局已从单一速域性能优化转向全飞行包线的综合权衡. 随后, 从乘波体、高压捕获翼、双向飞翼以及宽速域气动布局优化设计四个方面, 综述了固定布局的研究现状; 并对变体技术的发展历程进行梳理, 归纳了适用于宽速域高超声速飞行的主要变体策略. 最后, 从气动设计层面、多学科耦合设计层面、以及应用层面深入剖析了当前宽速域高超声速气动布局设计面临的核心挑战, 并给出了未来发展建议, 以期为相关领域的研究与工程实践提供参考.
- 宽速域 /
- 高超声速 /
- 气动布局 /
- 变体 /
- 乘波体 /
- 高压捕获翼
Abstract: Wide-speed-range hypersonic vehicles, characterized by their capabilities for horizontal takeoff and landing, reusability, and flight across vast airspace, are expected to serve as the core platforms for future space round-trip and rapid long-distance delivery missions. The aerodynamic configuration design of these vehicles directly determines their overall performance and technical feasibility, while also confronting multiple fundamental theoretical and engineering challenges, such as multi-physics field coupling and adaptation to a wide speed range. This paper systematically reviews the research progress on aerodynamic configurations in this field, both domestically and internationally. Firstly, it reviews the evolutionary trajectory of typical foreign development projects and conceptual schemes, highlighting that aerodynamic configuration design has shifted from optimizing performance for a single speed regime to a comprehensive trade-off across the entire flight envelope. Subsequently, the current research status of fixed configurations is summarized from four aspects: waveriders, high-pressure capturing wings, bidirectional flying wings, and optimization design for wide-speed-range aerodynamic configurations. Furthermore, the development of morphing technologies is reviewed, and the primary morphing strategies applicable to wide-speed-range hypersonic flight are synthesized. Finally, an in-depth analysis of the core challenges currently facing the design of wide-speed-range hypersonic aerodynamic configurations is conducted at the levels of aerodynamic design, multidisciplinary coupling design, and application. Corresponding future development suggestions are proposed, aiming to provide a reference for research and engineering practice in related fields.
- wide-speed-range /
- hypersonic /
- aerodynamic configuration /
- morphing /
- waverider /
- high-pressure capturing wing

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图 1 宽速域高超声速气动布局设计技术途径示意图

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图 2 X-15高超声速技术试验机

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图 3 美国X系列技术验证机的发展历程图 (截止2026年)

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图 4 20世纪典型空天飞行器示意图. (a)“霍托尔”, (b)“云霄塔”, (c) X-30, (d)“桑格尔”

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图 5 21世纪典型高超声速飞机项目中的飞行器示意图. (a) HTV-3X, (b) Manta 2025, (c) SR-72, (d)“女武神II”, (e)“夸特马”高超声速飞机, (f)“夸特马”MK1验证机 (g)“观星者”高超声速公务机, (h) Concept V

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图 6 典型乘波体设计方法示意图. (a)“Λ”型楔导乘波体 (Nonweiler 1959), (b) 锥导乘波体 (Jones et al. 1968), (c) 密切锥乘波体 (Sobieczky et al. 1990), (d) 基于收缩管内流流动的乘波体 (Goonko et al. 2000)

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图 7 “拼接式”宽速域乘波飞行器 (王发民等 2009). (a) 几何外形示意图, (b) 宽速域条件下的升阻比

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图 8 串/并联宽速域乘波体示意图 (李世斌等 2012a). (a) 串联乘波体, (b) 并联乘波体

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图 9 乘波体−外翼组合构型方案 (Takama 2011). (a) 几何外形示意图, (b) 下表面压强分布(左: 来流马赫数5, 攻角0°; 右: 来流马赫数0.3, 攻角5°)

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图 10 典型组合乘波体设计方案. (a) 带外翼和发动机的乘波体构型 (Rodi 2012a), (b) 采用乘波前体设计的宽速域飞行器示意图 (戴今钊等 2021), (c) 宽速域乘波三角翼气动布局三视图 (陈树生等 2023), (d) 宽域乘波翼身融合布局设计 (刘文等 2024)

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图 11 Rodi涡升力乘波体 (Rodi 2012b). (a) 几何外形及大攻角下的特性概述示意图, (b) 在来流马赫数6工况下的非线性升力线(黑色)

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图 12 来流马赫数1.8, 攻角10°时三种乘波体产生的涡结构 (Zhao et al. 2019)

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图 13 不同后掠角的双后掠乘波体外形示意图 (刘传振等 2017)

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图 14 尖头双后掠乘波体上表面压强分布及涡结构. (a) 来流马赫数5, 攻角20° (刘传振等 2019), (b) 来流马赫数0.4, 攻角4° (刘传振等 2018)

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图 15 尖头双后掠乘波体下表面压强分布及激波结构(来流马赫数5、攻角4°)(刘传振等 2018)

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图 16 高压捕获翼新概念气动布局. (a) 基本原理图 (崔凯等 2025), (b)“I型”布局 (Cui et al. 2018), (c) HCW-乘波体组合构型风洞试验结果 (Li et al. 2020), (d) 飞行试验过程示意图 (崔凯 2024)

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图 17 宽速域高压捕获翼双翼构型研究 (肖尧等 2023). (a) 表面压强分布云图及流场涡结构 (来流马赫数0.5), (b) 与常规单翼构型的宽速域气动焦点对比

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图 18 宽速域高压捕获翼构型研究 (崔凯等 2026). (a) 几何外形示意图, (b) 跨声速下纵向对称面压强系数云图

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图 19 高压捕获翼气动布局的研究历程

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图 20 采用超声速双向飞翼布局的客机 (Espinal et al. 2010). (a) 飞行示意图, (b) 几何外形示意图

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图 21 高超声速双向飞翼构型 (Nieto et al. 2012). (a) 平面示意图, (b) 两种飞行模态示意图

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图 22 双向飞翼空天飞行器 (刘晓斌等 2017). (a) 飞行轨迹示意图, (b) 与固定几何飞行器在宽速域下的最大升阻比对比

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图 23 宽速域高超声速飞行器外翼气动优化 (Ueno & Suzuki 2008). (a) 飞行器几何外形示意图, (b) 外翼翼型的二维优化结果

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图 24 机翼下剖面翼型为优化翼型、四边形翼型和六边形翼型的空天飞机表面压强云图对比 (跨声速: 来流马赫数0.8, 攻角1.5°; 高超声速: 来流马赫数6, 攻角5.0°)(孙祥程等 2018)

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图 25 面向高超声速飞行器的宽速域翼型优化设计 (张阳等 2021). (a) 不同翼型的升阻比雷达图, (b) 三维机翼优化Pareto前沿及选取的3个优化翼型示意图

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图 26 基于代理模型的三维机翼宽速域气动优化结果 (来流马赫数6.0, 攻角5°)(Liu et al. 2019)

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图 27 涡波综合利用飞行器几何外形及参数化示意图 (杨龙等 2020)

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图 28 机翼优化前后的Sänger空天飞行器外形示意图 (罗金玲等 2021)

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图 29 涡波一体乘波飞行器宽速域气动优化设计研究 (刘超宇等 2023). (a) 自由变形参数化控制框, (b) 优化前后涡强度对比 (来流马赫数0.4)

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图 30 历史上典型的可变后掠翼飞机. (a) 国外的, (b) 中国的强-6强击机

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图 31 F-111试验机变体方案 (Smith & Nelson 1990)

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图 32 智能机翼项目的发展历程 (Kudva 2004)

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图 33 变形飞行器结构(MAS)项目中三家单位的变体方案 (Ivanco et al. 2007, Flanagan et al. 2007, Takahashi et al. 2004)

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图 34 进气道变体研究. (a) 变体进气道设计方案 (Weir et al. 2002), (b) TBCC二元可调进气道试验模型 (Albertson et al. 2006)

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图 35 基于变形尺度的变体技术分类

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图 36 变前掠翼宽速域布局示意图 (徐国武等 2013)

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图 37 宽速域乘波飞行器变体布局设计示意图 (吴世超 2018)

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图 38 可变菱形连接翼宽速域乘波布局示意图 (张登成等 2019)

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图 39 乘波体布局可变后掠翼方案研究. (a) 四种特定后掠翼形态 (Dai et al. 2020), (b) 三种特定后掠翼形态 (Zhang et al. 2025)

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图 40 不同布局的可折叠翼变体方案示意图. (a) 翼身融合鸭式布局 (焦子涵等 2017), (b) 翼身组合体布局 (岳航 2023)

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图 41 宽速域变体双翼飞行器变形示意图 (戴今钊和陈海昕 2025)

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图 42 不同布局的伸缩变体方案示意图. (a) 翼身融合体布局 (徐国武等 2013), (b) 翼身融合鸭式布局 (焦子涵等 2017)

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图 43 机身可伸缩宽速域乘波布局示意图 (刘晓斌 2018)

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图 44 宽速域高压捕获翼布局变体方案示意图

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图 45 机体可弯曲宽速域乘波布局示意图 (刘晓斌 2018)

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图 46 可变后掠翼宽速域研究 (Liu B et al. 2022). (a) 三种平面形状, (b) 气动性能雷达图

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图 47 来流马赫数Ma为5、15和25对应的可变形锥导乘波体线框模型 (Maxwell & Phoenix 2017)

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图 48 可开合翼面高超声速滑翔式变体布局示意图 (靳梓康 2024)

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图 49 边缘变体式宽速域乘波布局示意图 (龙腾等 2025)

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图 50 不同速域下飞机气动外形谱系设想图 (图中M₀为飞行马赫数, R为航程, R_g = 2 × 10⁴ km, 约为地球赤道半周长)(Küchemann 1978)

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表 1 乘波体设计方法发展历程

乘波体设计方法	主要发展历程
基于二维平面流场的乘波体	楔导乘波体概念 (Nonweiler 1959) 基于其他不同形状的楔导乘波体 (Starkey & Lewis 1998) 楔导乘波体与发动机进气道的一体化布局 (Tarpley & Lewis 1995)
基于三维轴对称流场的乘波体	锥导乘波体概念 (Jones et al. 1968) 具备纵向曲率的锥导乘波体设计方法 (Rasmussen & Clement 1986) 幂次乘波体 (Corda & Anderson 1988) 锥导乘波体与发动机进气道的一体化布局 (O’Neill & Lewis 1993) 基于收缩管内流流动的乘波体 (Goonko et al. 2000) 内乘波式进气道 (尤延铖等 2006) Von Kármán 乘波体 (Ding et al. 2015a, 2015b)
基于三维非轴对称流场的乘波体	倾斜锥导、椭圆锥导、倾斜椭圆锥导乘波体 (Rasmussen 1979, 1980) 楔−锥混合非轴对称乘波体 (Takashima & Lewis 1994, 1995) 变楔角楔/椭圆锥乘波体 (王发民等 2004) 基于任意非轴对称几何体绕流的乘波体 (Cui et al. 2007a, 2007b)
密切类乘波体	密切锥乘波体 (Sobieczky et al. 1990) 密切轴对称乘波体 (Sobieczky et al. 1997) 密切流场乘波体 (Rodi 2005) 密切内锥乘波体 (贺旭照和倪鸿礼 2011) 密切锥乘波体/内收缩进气道一体化布局 (Tian et al. 2013)
基于任意流场的乘波体	基于“虚拟体”的乘波体 (耿永兵 2006) 被动乘波体 (Lv et al. 2014) 基于激波装配法的乘波体 (陈冰雁等 2017)

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表 2 宽速域高超声速飞行器固定布局方案对比

设计方案	核心原理	主要优点	主要缺点
宽速域乘波体布局	以高超声速附体激波产生高压, 通过拼接或平面形状设计兼顾低速升力.	- 高超声速升阻比较高 - 涡升力方案可在不破坏乘波特性的前提下改善低速升力 - 机体/进气道易一体化设计	- 偏离设计点性能下降快 - 亚/跨声速升阻比不足 - 易存在纵向静不稳定问题 - 容积率偏低
高压捕获翼布局	基于双升力面设计, 利用机体与上方捕获翼之间的有益气动干扰提升宽速域气动性能.	- 高超声速条件下兼顾高升阻比、高升力系数与高容积率 - 双升力面可显著增强低速升力 - 有效改善宽速域气动焦点匹配问题	- 外形复杂, 多部件耦合干扰显著 - 跨声速条件下阻力较大 - 捕获翼带来的结构重量代价需要权衡
双向飞翼布局	平面形状纵向/展向对称, 通过飞行姿态调整, 改变迎流的展弦比和后掠角来适应高低速域.	- 理论上很好解决亚、超声速气动矛盾 - 低声爆潜力较大 - 亚声速升阻比较高	- 纵向静不稳定度大 - 飞行模态转换机制复杂 - 与发动机一体化挑战巨大 - 容积率偏低

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表 3 机翼几何参数对低速和高速飞行器的影响

机翼几何参数	影响和特征	亚、跨声速飞行器	高超声速飞行器
翼面积	主要影响	升力、诱导阻力、起降性能	摩阻、热防护难度、结构重量
翼面积	典型特征	面积较大	面积较小
展弦比	主要影响	升阻比、诱导阻力、机动性	波阻、滚转稳定性
展弦比	典型特征	高	很低
后掠角	主要影响	临界马赫数、升力	波阻、前缘温度、稳定性
后掠角	典型特征	较小	很大
翼反角	主要影响	横航向稳定性	稳定性、热防护难度.
翼反角	典型特征	通常上反	极小或为零
扭转角	主要影响	诱导阻力分布、失速特性	局部热流、升力分布、配平
扭转角	典型特征	通常负扭转(翼尖安装角小于翼根)	极小或为零
翼型弯度	主要影响	升力、失速特性、升阻比	波阻、热防护难度
翼型弯度	典型特征	通常有一定弯度	极小或为零
翼型厚度	主要影响	升力、失速特性、结构重量	波阻、热防护难度
翼型厚度	典型特征	较厚	很薄
前缘半径	主要影响	失速特性、最大升力系数	热防护难度
前缘半径	典型特征	较钝	很锐

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表 4 宽速域高超声速飞行器变体布局方案对比

设计方案	变形方式	主要优点	主要缺点
变前/后掠设计	改变机翼前/后掠角, 调整展弦比.	- 直接缓解高低速矛盾, 技术相对成熟 - 具有丰富的工程参考 (如F-14)	- 驱动与锁定机构增重明显 - 焦点移动大, 挑战飞控系统
折叠变体设计	机翼分段折叠, 改变翼面积与展弦比.	- 翼面积变化幅度大, 可兼顾起降大升力与高速低阻需求 - 可设计为多种折叠角度, 灵活适应任务	- 非气动承载部件增重明显 - 折叠过程非定常气动效应复杂
伸缩变体设计	机翼或机身沿展向伸缩, 改变展长/面积.	- 能大幅增加低速升力面积, 改善起降性能 - 外形变化连续, 气动特性平滑	- 大尺度滑动密封与支撑机构增重 - 机身伸缩方案颠覆传统结构, 工程实现较难
捕获翼变体设计	调整捕获翼安装角或相对位置.	- 可主动控制双升力面高低速工作 - 显著改善宽速域焦点漂移与纵向静稳定性	- 多自由度驱动、传动与锁定机构设计复杂 - 缺乏工程先例与技术参考

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表 5 宽速域高超声速飞行器固定布局与变体布局特征对比

对比维度	固定布局	变体布局
核心设计思想	寻求一个在宽速域内“折中”的最优外形, 以一套固定几何参数适应所有飞行状态.	通过改变气动外形, 使飞行器在不同速域下均能趋近其“局部最优”构型.
宽速域适应策略	- 以高速优势布局为基准, 融合低速优势外形特征 (如宽速域乘波体和HCW布局). - 通过调整飞行姿态来兼顾宽速域气动性能 (如双向飞翼). - 开展宽速域气动外形优化来改善低速气动性能 (如翼型/机翼优化、机身优化等)	- 改变机翼后掠角 (如变前/后掠设计). - 改变翼面积和展弦比 (如翼面的折叠和伸缩设计). - 调整多升力面相对位置 (如捕获翼变体设计).
性能优势	- 结构简单, 可靠性高: 无复杂的驱动和作动机构, 技术成熟度高. - 重量代价低: 无须为变形机构付出额外的结构重量. - 可实现性强: 已有较多飞行试验验证.	- 气动效益潜力巨大: 理论上宽速域气动特性和操稳特性可达到较高水平. - 任务适应性极佳: 能灵活满足起降、巡航、突防等不同任务剖面的矛盾需求.
性能劣势	- 速域顾此失彼: 在非设计点性能损失不可避免, 尤其难以兼顾低速起降与高速巡航. - 设计空间受限: 被锁定的外形限制了对更优性能的探索.	- 结构复杂, 增重显著: 驱动、传动、锁定、蒙皮等系统大幅增加重量与复杂度. - 可靠性挑战巨大: 高超声速严酷的力/热环境对变体机构和材料的可靠性构成严峻考验. - 技术成熟度低: 目前多处于方案探索阶段, 工程实现路径漫长.
总结性评估	当前及可见未来的工程务实路线, 是解决宽速域矛盾的技术基础.	气动设计的理想终极形态, 代表未来方向, 但高度依赖变体结构、材料等颠覆性技术的突破.

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表 6 宽速域高超声速飞行器气动设计的主要矛盾

对比维度	低速段 (亚、跨声速)	高速段 (超、高超声速)
升阻特性	追求高升力系数. 通常采用大展弦比、相对厚度较大的机翼, 以满足起降性能.	追求高升阻比. 通常采用小展弦比、相对厚度较小的机翼及扁平化机身, 以降低激波阻力.
稳定特性	通常追求纵向静稳定, 且可保持航向静稳定.	通常放宽纵向静稳定度, 易出现航向静不稳定, 需专门的增稳设计.
操纵特性	舵面操纵效率高, 铰链力矩小, 可基于常规舵面实现稳定与增稳.	舵面操纵效率较低, 铰链力矩大, 可能需要推力矢量或反作用力控制系统 (RCS) 辅助配平.
热防护	热载较小、作用时间短, 热防护代价极低.	面临长时间严酷气动加热, 需大面积防热系统; 尖锐前缘烧蚀严重, 被迫采用钝化设计.
推进系统	依赖涡扇/涡喷发动机, 性能在跨声速后迅速衰减, 且无法用于高超声速飞行.	依赖冲压发动机, 但存在推力陷阱, 宽速域推力匹配矛盾突出, 与机体一体化设计复杂.

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